Improvement in governors for marine and othfir enginery



2 Sheets-Sheet 1.

J. ATKINS. GOVERNOR FOR MARINE AND OTHER ENGINERY.

Patented Jan. 12, 186-9.

2 SheetsSheet 2.

J ATKINS. GOVERNOR FOR MARINE AND OTHER BNGINERY.

No. 85,779. Patented Jan .,12, 1869.

awn \W 5mm imex-d (attire.

t g gas Letters Patent No. 85,7 79, dated January 12, 1869'.

IMPROVEMENT IN GOVERNORS Ron MARINE ANDOTHER RN INRRY,

.l'hoTSOhedule referred to in these Letters Patent and making part orthe lame.

To all whom it ma concern:

Be it known that I, JEARUM Arnnvs, of Washington, District of Columbia,have invented new and useful Improvements in Governors for MarineEngines and other Motors; and I-hereby declare the following to be afull and exact description thereof, reference being bad to the drawingswhich accompany and form a part of these specifications.

The propellingwheels of steamvessels, in heavy weather, are often thrownalmost instantaneously, either partly 'or entirely out of water, therebyrelieving the engine suddenly of almost its entire load, when a fearfulincreasein its speed takes place, unless some adequate power is broughtinto play in time to check the supply of steam. N or is it lessimportant that the full supply of steam should be again admitted to theengine so soon as the emergency is passed, and the wheel finds itselfagain submerged. ernor, in order to be elficient in controlling thespeed Thereibre, a govof the engines of. large Ships, is required topossess the followingqnaiities: first, extreme sensitiveness; second,great powerto move instantaneously the penderons throttle-valves or.other devices used for regulating-the admission of steam to the engine;third, :fi'eedom from being disturbed in its action by the motion' ofthe ship.

Many marine-engine governors have been devised, although none, it isbelieved, have been found capable of fulfilling 'all of the aboveconditions.

The form of governor which has been generally adopted for this purposeis that known as the centrifugal governor, having revolving weights, inwhich the centrifugal force of said weights has, in some cases, beencounterbalanced byv their own gravitation, and, in other cases, by meansof springs, so arranged as to be compressed when the revolving weightsrecede from their axis of motion, owing to increasing centrifugal forcedue to any acceleration of motion in the engine, and rice ocrsmflhepower of these springs must hear such a relation to the centrifugalforce of the revolving weights, that when the engine is working at itsproper speed the two forces will exactly balance each other, and nochange ofposition in the revolving weights will take place while theengine maintains its uniform speed. The only cause of the revolvingweights changing their position, in consequence of changes in thespeed'of the engine, lies in the fact that while the elasticity of thespring is a constant quantity, (so long as its form remains unchanged,)the power of centrifugal force to overcome said elasticity changes witheveryvariation in the speed'of the engine, the quantity of centrifugalforce being-as the square of the number of revolutions performed by theweights in a giventime, while the diameter of their circle of rotationremains constant; and when their circle of rotation is allowed tochange, it is as the square of he nun'iber of revolutions in a giventime, multiplied into the diameter of said circle of rotation.

The only eii'ect-ive power of a governor of this class which isavailable in controlling an engine, is the excess of centrifugalforceivhich is due to any. increase of motion above the elastic force ofthe spring, in case of accelerated motion of the engine, ,and thediminution of centrifugal force below the elastic force of the springs,in case of the motion of the engine being retarded.

A, considerable portion of even this small amount of powerisneutralized, in consequence of the elastic force of the springincreasing and diminishing as the centrifugal force of the weightsincreases and diminishes, hence it follows that only a small amount of.

power is obtained, which is altogether inadequate to operate thetln'ottle- \'alves of large engines by the use of a governor, theproportions of which are within practical limits.

A governor of r such enormous size as would be required to furnish powersuiiicient to control the largest class of engines, we old he sounwieldy and sluggishin its action, as to be wholly inadequate toperform this ofiice.

v My invention relates to a governor which is'designcd to fulfil all thebefore-named conditions; and

- It consists- First, in constructing a governing-device of very smalldimensions, and in rotating the same at a very high speed, so as tosecure'hi gh centrifugal force with very slight inertia, and a capacityfor very rapid change in the rate of movement.

Second, in arranging the parts of said governingdevice so that itscentrifugal weights shall move'always in a plane perpendicular to theiraxis of motion.

' Third, in arranging a counterpoise to balance the weight of the movingparts of the primary governor.

Fourth, in arranging said primary governor to control the flow of afluid under pressure, so that said fluid shall act upon a piston to movethe throttle-valve, in accordance with the movements of saidgoverningdcvice, producing an apparatus which serves, as it were, togive the word of command, or as a leader for controlling the pressureofa fluid, which fluid is caused 1 to act upon a piston working in acylinder, the action of said piston being employed to move thethrottlevalve of the engine to be governed, the arrangement, of all thepartsbeing such that the said actuating-pistori is controlled by andmoves in accordance with the said primary governing-device, ashereinafter explained.

Figure 1 is an elevation of the governor and its attachments, thatportion contained between thehorizontal lines A B being in section, toshow the internal construction.

Figure 2 is a horizontal section, half size, on line C onfig. 1. 7

Figure 3 is a horizontal section, half size, on line B on fig. 1. I

Figure 4 is a horizontal section, in part, on line 1) on fig. l. i

Figure 5 is a horizontal section,'in part, on line E on fig. 1.

Figure 6 is a vertical section of the connecting-rod F, fig. 1. v

Figure 7 is an elevation of the upperportion of the governor, taken atright angles with that shown in fig. 1.

Figure 8 is an enlarged view of a portion of one of the weighted leversand its immediate connections.

Figures 9, 10, 11, 12, and 13, sheet 2, are enlarged views of several ofthe figures shown on sheet 1.

Figure 14 is a perspective view of my apparatus complete. g

The same letters refer to like parts in all of the several figures.

A short cylinder, G, of large diameter, having a square base, servesas'a' foundation for the four 001-. urn'ns, H, which support the smallerjacketed cylinder I, and upon this cylinder vI is raised the pedestal Jof the centrifugal governor. This pedestal J is hollow, and containswithin itthe hollow spindle K, and within this spindle K is'containedthe smaller solid spindle L, shown in dotted lines.

To'the top of the spindleL is attached the slide M,

to which the weighted levers'N are jointed, and to the middle points ofthese levers are jointed the levers 'O, which have their centres ofmotion in the short crosshead P, fixed to the revolving spindle K.

The slide M is guided vertically ina large mortise in spindle K, inwhich it moves freely up and down, as the circle in which the centres ofthe centrifugal weights Q revolve enlarges and contracts, owing tovariations in the speed of the engine.

A spring, R placed between theupper ends of the levers N, serves tocounteract the centrifugalforce of I the weights Q, in place ofgravitation, which, owing to' the peculiar construction, has no part'toplay in the working of the governor, and does not act, in any degree,as-a disturbing-forcei when the ship rolls, or is lifted up and 'down bythe force of the waves. 7.

The joints by which the levers N are suspended to the slide M, and thejoints connecting the levers O with the spindle K, are on the samevertical lines, and the length of the levers 0 being one-half that oflevers N, the former being jointed to the latter at their mid-. dlepoint, (reckoning from the centres of the weights to the joints by whichthey are suspended to the slide M,) it follows that the centres of theweights will traverse a perfectly horizontal plane in moving to'and fromtheir axis of rotation; and it follows, also, that (as before stated)the effect of gravitation is thereby entirely got rid of, and does notact as a disturbingforce when the position of the governor is changed.

When the revolving weights ofa governor move away from their axis ofrotation in a curved line, a portion of the centrifugal force due to anyacceleration of motion, is absorbed in overcoming the gravity of saidweights; for, while they recede from their axisof rotation, they arealso raised to a higher plane, the increase of radius being indirect,and only equal to the elongation of the'chord due to the elongation ofthe are described by the weight in moving. This absorption of power doesnot; take place when the weightsrecede from their axis of rotation in astraight line, for in that case every increase of motion is a directincrease of radius, and it follows that a certain increase of radius,

and its corresponding increase of centrifugal force, will be attainedwith a less application of power.

Fig. 8 represents the" pins S, for connecting the levers N with theslide M, V-shaped or knife-edged, to

clutch being employed to connect the former with the latter.

Figs. 12 and 13 represent the manner in which the spring R is held inits place between the hooks atthe ends of the levers N,-Which is byplacing on the ends wise in fig. 13, and flatwise in fig. 12, a V-shapedcavity being formed in each, to receive the points'of the books onlevers N.

Motion. being communicated, by suitable gearing,

from. the engine or other motor to be governed, to the spindle K, thelever T will vibrate in accordance with any changes in the speed of themotor.

, This completes the description of the centrifugal governor, except inrelation to its power to maintain a uniform speed in the motor to begoverned, which will be treated upon hereinafter.

The connecting-rod O is formed of two pieces,-joined together at thecentre by means of a reversible nut, F, into which both halves of saidrod'are screwed, one

By turning this nut in opposite directions, the con necting-rod may beeither lengthened or shortened, at pleasure, by WhlGLllllGitllS thegovernor may be adjusted for changing the speed of the engine, wheneverdesirable, as will be more fully explained further on.

This nut F serves also to counterbalance the slide M", spindle L, andits attachments, and prevent the weight of those parts from creating anydisturbance in the action of the governor.

The cylinder I has fitted to it a piston, Q, whose piston-rod, R, isconnected with and communicates any motionof said piston to thethrottle-valve of the engine. This piston-rod has two longitudinalpassages, S T, passage S leading to the bottom,-and passage T to thetop' of the cylinder.

tains also two longitudinal passages, V W, passage V communicating withpassage T,=and passage W with passage S in the piston-rod.

The arm U has fitted into it the cylindrical slidevalve casing X, withinwhich is the cylindrical slidevalve Y, which controls the ports Z Z,opening into the passages V and W, which extend entirely around thevalve-casing X, as represented in fig. 4.

The spindle J of the slide-valve Ybeing connected, through lever K,rock-shaftL, lever M, connectingrod 0, and the before-named lever T andspindle L gal governor, any motion in said weighted levers, caused tionof the revolving weights, will be communicated to the slide-valve Y.

water, under pressure, is introduced into the slidevalve casing X,through theinduction-pipe Q", and suppose that by an acceleration of thespeed of the engine, and consequent enlargement of the circle of rotation of the revolving weights, the slide-valve y is suddenly elevated,(in which action lever M will be thrown into an inclined position, asshown at M", in dotted lines,) and all the ports'Z Z, &c., will beuncovered. The propelling-fluid will now enter the bottom of the cylinrder through the ports Z Z and passages W S, and force up the piston; andas the piston rises, it carriesalong with it the valve-casing X, (andall its-attaehments,) until the lever M is again brought towa horizontalposition, (or to the dotted line M",) and the valve'y again covers allthe ports Z and Z, shuttingoif the fluid-pressure from the piston, andno further motion "of said piston can take place until some furtherchange takes place in the position of the'revolving weights.

It will be understood that whenthe circle of rotation of the revolvingweights contracts, the slide-valve y will be moved down again,uncovering all the ports Z Z,

, of the spring flat rings, V, one of which is seen edgehalf having aright, and the other a left-hand screw.

A horizontal arm, U, fixed to the piston-rod, conand slide M, withtheweighted levers ofthe centrifuby the expanding or contracting of thecircle of rota-' Supposing, now, that some fluid, as air, steam, or

&c., and that an action, the reverse of that last described, will takeplace, the propelling-fluid entering the f top of thecylinder throughthe ports Z Z, passages V and T, and forcing the piston down, while thefluid that lifted it up escapes through the same passages by which itentered, to the slide-valve casing, and thence through invariably movingjust as far as and no further than the connecting-rod, because, when ithas doneso, the ports admitting the propelling-fluid to the cylinder,and allowing it to escape therefrom, are all closed, and hence it isplain that the piston can settle at no other point than that at which it..s.arrived when the lever M occupies a horizontal position.

From the above description it will be perceived that while the action ofthe primary governing-device moves the valve Y to open the ports Z Z,the movement of the piston causes those ports to close again and if,from the efi'ect ofmomentum or other cause, the piston should movefurther than the point of equilibrium, the exhaust-port will thereby beuncovered, and the other induction-port also, so that at the moment ofpassing the point of equilibrium, the propelling-three will be permittedto exhaust, and a resisting-three will be introduced at the otherside'of the piston. It is, therefore, plain that no excess of movementof the piston can possibly take place.

- Now, by connecting the piston-rod It (in any convenient manner) withthe throttle-valve or other outoif device of a steam-engine or othermotor, the goveinor will have just the same action upon saidthrottlevalve or cut-off as though the lever T had been connecteddirectly with it, in the usual manner, except in this, that while thecentrifugal governor exerts only a small amount of power to move thelever T, which may be only snflicient to move the light device, whichcontl'ols the slide-valve y, the piston-rod It will exert an amount ofpower, the expression of which is found by multiplying the area of thepiston Q by the pressure -of the fluid by which it is actuated.

. To' the bottom of the piston-rod R, which extends down into thecylinder G, containing a fluid, is fixed a piston, A, which has twoopenings, B B, (see fig. 2,) through it.

These openings are either partially or entirely closed, at pleasure, bymeans of the adjustable cover 0, fixed to the bottom of the short tubeD, which fits loosely over the piston-rod. R.

i This tube D extends up through the cylinder-cover, and has fixed to itthe index E, by which the cover 0 may be adjusted, so as to close such aportion of the openings B B as may be desirable, and by which theportion of said openings so covered is indicated upon a graduated scalemarked upon the cylinder-head. A

nut, F, screwed upon the piston-rod, is for clamping the cover 0 in. anyposition. v i

l The office of the piston A, which is immersed. in the fluid containedin the cylinder G, is to counteract any vibrations or irregularities inthe motion of piston Q,

which might take-place in consequence of using an elastic fluid as amotive-power.

In case of using hydraulic pressure to operate the governon thislast-described device may be dispensed with.

The devices, which serve to communicate motion from the'centritugalgovernor to the slide-valve y, may

. be somewhat simplified by extending the valve-spindle J np'through thetop of the valve-casing, and connecting it directly with the lever I, asshown in dotted lines in fig. 1, the objection to this latter mode beingthat packing would be required to secure a tight joint between thespindle J and the valve-casing.

This last-named mode would not be objectionable, however, whenatmospheric pressure is used to operate the governor, as in that casethe slide-valve casing might be left open at top and bottom to thesurrounding air.

In applying this governor to regulate non-condensing engines, theinduction-pipe Q should be connected with the boiler, or otherwise withthe steam-pipe which supplies the engine,'and the exhaust-pipe II shouldconnect with the exhaust-pipe of the engine.

Both the induction-pipe Q and exhaust-pipe H re.- quire to be flexible,to allow the valve-casing, to which they are attached, to rise and fallwith the govcrnorpiston.

' In applying it to regulate colmousing-engines, steam may be used as incase jo'f applying it to non-condensing-engines, although it is believedthat a better mode would be to use atmospheric pressure as the motive--power, which may be done. by simply leaving the valvecasmg X open at topand bottom to the surrouinling atmosphere, and connecting theexhaust-pipe with the comlenscrofthe engine. 1 In this manner the.atmospheric pressure maybe made available, amounting, in ordinary cases,to-abont fourteen pounds to the square inch.

In this application, the corrosive effects of steam, and liability tocondensation in the cylinder, are all obviated.

Still another mode of operating this governor is by hydraulic pressure,to effect which it is only necessary to connect the induction-pipe 0,,with the water-supply pipe of the boiler, and let the exIntust-pipecarry off the waste water. I

In using hydraulic'pressure as the motive-power, as above, it might befound necessary to increase the area of the ports and passages forsupplying the water to the piston Q, as the velocity with which thisfluid moves through pipes, under a given pressure, ismuch less than thatof steam or air, owing to its superior density.

In order to adapt this governor more perfectly for the use of steam asthe motive-power, I enclose the cylinder I in an outside cylinder orjacket, between which and said inside cylinder live. steam is introducedthrough thepipe (Z, for maintaining a high temperature, and preventingcondensation in the inside cylinder, lest the water, which mightotherwise be formed thereby, should impede the action of the-piston, andthus disturb the operation of the governor.

The pedestal J, with its broad base standing on the top of the cylinderI, might become too highly heated, and, together with the mechanismconnected with it, be inj uriously aii'ected thereby, in case of usingsteam as the motive-power; but inorder to prevent such a result, Iintroduce some non-conductor, as plaster of Paris or charcoal, into thespace 0, between the head, of the cylinder I and the base of thepedestal, by which ahigh temperature in all the parts above said nonofthe cylinder I, as reprcsentedin the drawings, the

throttle-valve will be open.

- Now, should the connecting-rod 0 be shortened, by turning thereversible nut F, (as already explained,) the lever M will be throwninto an inclined position, by which the slide-valve y will be elevated,and the propelling-fluid admitted to raise the piston (as before. shown)an amount equal to the shortening of the rod 0, by which thethrottle-valve will be partially closed without any change in the circleof rotation of the revolving weights.

It will thus be understood that shortening the connecting-rod 0 reducesthe speed of the engine, and mac 'versa.

Fig. 14, sheet 2,.rcpresents a four-way cock, which is designed to beused in place of the slide-valve y, a1-

ready described, by which the slide-valve casing X may A portion only ofthe piston-rod R and connecting-' rod 0 is shown in the rh'awings.

Now suppose, asbefore, that the connecting-rod O is drawn up by anincrease in the diameter of the circle of rotation of the centrifugalweights, until the. lever M, which is fixed to the back end of thefour-way cock, assumes the inclined position represented in dotted linesat M.

By this action, the plug of the cock will be turned round, as shown indotted lines, and all the passages leading from the induction-pipe Q tothe bottom of the cylinder will be open, as also all thoselcading fromthe top of the piston to the exhaust-pipe H. The pro polling-fluid. willnow rush into the bottom of the cylinder, and force up the piston, whilethe contents of the upper portion of the cylinder escape through thepassages T V, the four-way cock, and the exhaustpipe H.

The piston will rise, as before explained, carrying the four-way cock upwith it, until the lever M is again horizontal, as shown at thehorizontal line A when the cock will assume its original position,closing all the passages leading to the cylinder, by which the pistonwill be locked in its place-so long as the conmeeting-rod 0' isstationary.

It is needless to remark that when the conriectingrod 0' decends, anaction the reverse of that described takes place, and that, in allcases, the piston follows the motion of the connecting-rod 0', whetherthe fourway cook or slide-valve is used to control the ports by whichthe propelling-fluid is admitted to act on the piston Q. g

It is not supposed to be possible to construct a governor that willmaintain'a perfectly uniform speed in a marine engine, when the ship islaboring in a heavy sea, nor is it necessary that a governor should becapable of effecting such a result. All that is aimed at in thisinvention, so far as it relates to marine engines, 1s

to soften down and ease oil the violent shocks caused by the'suddenchanges in the resistance which the wheels meet, unless some means areresorted to for regulating the admission of steam in accordance with theamount of such resistance.

The above is not true, however, in regard to engines for propelling themachinery usedin cotton and woollen-factories, flouring-mills, &c., inwhich the degree of perfection witli which the work is performed dependsin a great degree upon the uniformity in the speed of the machinery. I

In adapting this governor in the most perfect manner for regulating thelatter class of engines, advantage is taken of the well-known laws ofelasticity and centrifugal force, upon which much stress was laid in thefirst part of this specification,- viz, that the centrifugal force ofbodies revolving in a circle increases and diminishes in a direct ratioto the diameter of their circle of rotation, while the; number ofrevolu- Now, suppose the centres of the weights Q'to be made to coincidewith their axis of rotation, and lines to be drawn 'thl'orurjll 'ihelatter point, and extended through the centres of the joints by whichthe levers N are attachedto slide M, to the point of contact of saidlevers with the spring It; and suppose the length of the levers N, fromtheir points of suspension to the centres of weights Q to betour-inches, and to the points of contact with spring B, one inch, thentheir leverage will be as four to one. Let the spring R be of suchproportions that it will open out to the points at which lines 0'intersect lines 11', when not bent out of its natural form.

The centrifugal force of the weights while their centres coincide withtheir axis of rotation will benothing, and the spring is not supposed toexert any pressure against levers N until said levers change theirposition in respect to their axis of rotation.

Now, suppose the weights (,1 to open out one inch, or to revolve in acircle of two inches in diameter, and let the velocity with which saidweights revolve be such that the centrifugal force generated in eachwill be one pound. The spring will, by this change of position in leversN, be deflected one-quarter of an inch, and its stiffness must be suchthat when so deflected, it will exert a pressure on levers N of fourpounds, in order to balance the centrifugal force of the weights. N ow,let the circle of rotation of the weights be increased to four inches,(each moving out one inch, as before,) the centrifugal force of eachweight will now be increased to two pounds, and the elasticforce of thespring, in order to balance it, must, by being thus deflected anotherquarter of an inch, be increased to eight pounds. And we find this isactually the effect of said deflection, by the law that elastic forceincreases in a direct ratio with the amount of deflection.

From the foregoing, it is plain that when the elastic force of thesprings is such that it will balance the cenwith; but these results willnot follow if the points-of contact between the lovers N and spring Rare not upon lines which cut through the axes of motion between saidlever and the collar M, and through the centres of gravity of theweights Q.

Hence, it follows, that no change in the speed at which the governorrevolveswill be required to cause it to open and close the throttle-'alve, for regulating the quantity of steam to be admitted. to theengine, according to the resistance against which it is work.- ing,except only the small amount which is required to overcome the frictionof the moving-parts, and that the goyernor, considered theoretically,would be capable of maintaining a perfectly uniform rate of motion inthe engine without regard to the amount of power developed.

When this governor is designed for regulating ma.

rine engines, the spring should be so proportioned that it will not meetthe points of levers Nuntil the weights,

Q have receded some distance from their axis of motion, in which case'acertain increase in the velocity of the engine will give the spring acertain degree of deflection, and a further increase in the speed of theengine, a still greater degree of deflection, and so on.

It should be further observed that the spring should possess greaterstifl ness, to adapt the governor for regulating the latter class ofengines, than would be required when it is designed to regulate themotivepower of nnnmiacturiiig-establishments.

I am aware that the centrifugal weights of governors have been made torevolve in a single plane, perpendicular to their axis of rotation, butin most of those cases said Weights are required to 'slide upon armsfixed to and at right angles with the revolving spindle. They are,therefore, necessarily obliged to overcome the amount of frictioudue tothe specific gravity ofthe weights. My centrifugal weights move freelyupon knife-edges, if necessary, and are in no degree retarded byfriction.

-I am also aware that centrifugal governors have been made, the weightsof which counterbalance the weight of the moving arms and their directattachments. But in order to accomplish this, the said weights arerequired to move to and from, the axis of rotation in a curved line. Iconsider it more advantageous to counterbalance the corresponding partsof my governor independent of the centriiilgalweights.

I am further awareof the governor patented in I do not claim anythingembraced in the principles of action represented in theabove-named-cases.

Having thus described my invention, 1 desire to state, in conclusion,that I do not limit myself to the precise construction of parts hereindescribed, as these may be almost infinitely varied, and still becapable of producing the same or similar results.

What I claim, and desireto secure by Letters Patent, is-- i 1. Thepiston Q, moved by a fluid under pressure, to control the throttle orother cut-off mechanism, in combination with the herein-describedprimarygovarming-device, constructed substantially as set forth.

2. In combination with the cylinder and piston, the latter of which isconnected with and controls the throttle-valve or other cutoifmechanism, the valve and valve-seat, the latter of which is carriedalong with said piston, said valve connected with and'operated by aprimary governing-device, and said valveseat having suitable ports andpassages for the admission and emission, to and from either end of saidcylinder, of the compressed fluid which moves said piston, substantiallyas herein set forth.

3. The valve Y, connected with and moved by the primarygoverning-device, -to open the ports of adn1isvalve-seat connected withand moved by the piston Q, to close said'ports, whereby the ports ofadmission and emission are opened and closed by the alternate movementsof the valve and valve-seat, substantially as herein set forth. I

4. Tliecombination of the valve Y and the horizontal arm U with thecylinder I, as herein described.

5. The combination, with the hollow piston-rod R, valve Y, and itsmovable seat, of the hollow arm'U, which is carried along with thepiston, having the passaid piston-rod, substantially as specified.

- and adjustable connecting-rod O, substantially as set forth.

lines, or nearly so, which pass through the centres of the revolvingweights,and through the axes of the joints which connect said leverstothe slide M, as

herein set forth. e

8. The arrangement of the levers N with reference to the spring It,which is carried between and acts upon said levers equally, in oppositedirections, substantially as specified.

9. The spindle K, constructed with a slot or open-.

ct forth.

pedestal J, whereby an open space is formed to receive a non-(mmluctingmedium, substantially as set forth.'

structed so that-said weights shall always move in a horizontal plane,in combination with the counterpoise 1 substantially as set forth.

12. In combination with the piston A, the adjustable cover 0, tube 1),index E, and clamping-nut F, substantially as set forth.

' JEARUM ATKINS. Witnesses:

R. D. 0. SMITH, R. S. TURNER.

sion and emission, in combination with the movable e sages V W tocommunicate with the passages TS in 6. The arrangement of theslide-valve Y and valvespindle J with the leverM, rock-shaft L, leverK,-

7 The levers N, as constructed and arranged, whereby the points ofcontact with the springR shall be on .ing for a guide-way for the slideM, substantially as 1 10. The construction of the cylinder-head e andthe 11. The levers N, braces O, and weights Q, con--

